Automatic variable-speed transmission



June 3, 1952 F. H. wUETlG AUTOMATIC VARIABLE-SPEED TRANSMISSION Filed July 27, 1950 2 SHEETS-SHEET l mw uw A J .w 0,5 um. lvw @6.950% um. NN NN l d. r 1. i l 1 Nu@ .Nm Mx QW Qm\ un M NwNN ml ad. x m6 nw ,um w QN T SNI mw. Nh. l. ...19111 i l R i ---2-5. H k I'A I III V Il |||||I|I|| ,FI Wg nl w f a mw l n wm R NN.

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AUTOMATIC VARIABLE-SPEED TRANSMISSION Filed July 27, 195o 2 SHEETS- SHEET 2 ings,

Patented June 3, 1952 UNITED STATES rica AUTOMATIC VARIABLE-SPEED TRANSMIS SION 11 Claims.

This invention is concerned with an automatic power and speed transmission which may be used, for example, for transmitting driving power from the drive shaft to the driven shaft of an automobile. The present application is a continuationin-part of my co-pending application Ser. No. 703,508, filed October 16, 1946, now Patent 2,520,352, dated August 20, 1950.

The above noted patent discloses a speedchanging transmission in which a substantially constant torque load is automatically maintained on a driving transmission member in the presence of varying torque loads on the driven member, The present invention provides (a) control features for governing the torque load on the driving transmission member in accordance with the engine speed, that is, for controlling the speed ratio by the engine speed eciency curve; (b) control features for accomplishing a smooth transition of the speed transmission gears; and (c) control features for governing the idling speed clutch release.

Details of the invention and its various objects and features will be brought out in the description which will be presented below with reference to the accompanying drawings. In these draw- Fig. 1 shows an embodiment of the invention with some parts partially in elevation and in sectional View, respectively; and

Fig. 2 is a sectional view through the right hand portion of the casing of the mechanism showing the gear means and the actuating means therev for, as seen when looking in the direction of the arrows along line 2-2 of Fig. 1.

The drawing Fig. 1 shows at the right of the casing or housing wall II the transmission gear mechanism also disclosed in the previously mentioned patent. See also Fig. 2. Numeral I2 indicates an auxiliary housing containing the reversing gears. A portion of the end wall I3 of the transmission housing separates the reversing gears from the transmission gears. Suitable plugs may be provided for nlling the housing with oil and for draining oil and sludge therefrom.

The transmission driving shaft I4 projects from the wall I I of the transmission housing to the left through a suitable hearing. Keyed to the shaft I4 is a plate I5, and splined on the left end thereof is the clutch plate I3. The purpose and operation of the plates I5-I3 will be explained presently, after completion of the description of the transmission gears. y

The transmission housing forms interiorly a mounting rib II which extends transversely therein, in a direction perpendicular to the plane of the drawing, between the front and rear walls thereof. The inner end of the driving shaft I4 is rotatably mounted in a bearing in the mounting rib I'I, as shown. The driven shaft I3 enters the structure through the end wall I9 of the auxiliary housing I 2. It may be journalled in suitable bearings in the walls I0 and I3, respectively.

Keyed to the transmission driving shaft I4 Aare a plurality of stepped gears, e. g., five gearsv ZIT-24. These are the driving gears and always rotate with the shaft lli. They mesh with the driven countershaft gears 25-29; i. e., the driving gear 20 meshes with the countershaft gear 25, and the successively smaller driving gears 2 I-24 mesh, respectively, with vthe successively larger driven countershaft gears 23-23, as clearly shown in the drawing. The small driven countershaft gear 25 is keyed directly to the countershaft 30, which is rotatably journalled in bearings disposed in the end walls of the transmission gear housing. Each of the remaining driven countershaft gears 26-29 is carried at the end of a tubular sleeve, and each such sleeve carries at its opposite end an individual associated transmission gear wheel. The sleeves are in telescoping relationship, one being rotatable on the other. Thus, Vas shown, the driven countershaft gear 29 is disposed at one end of the tubular sleeve 3I which carries at its opposite end the transmission gear Wheel 32 the countershaft gear 28 is disposed at one end of the tubular sleeve 33 which is provided at its other end with the transmission gear wheel 34; and the driven countershaft gears 2T and 23 are similarly disposed at the ends of the sleeves 35--36 which in turn carry the transmission gear wheels 3`I38, respectively. Next to the transmission gear wheel 38 is disposed the transmission gear wheel 39 which is keyed to the countershaft 36.

It will be seen from the foregoing explanations that all of the countershaft gears 25-29' rotate responsive to rotation of the shaft I4, and accordingly all of the transmissionY gear wheels 32, 34, 3l, 38 and 39 rotate likewise each, however,at a dilerent speed, depending on the gear ratio between the corresponding stepped gears 20-24 and the associated countershaft gears 25-29 driven thereby.

As described andV shown in the previously mentioned patent, each of the transmission gear wheels 32, 3&1, 3l, 38 and 39 may be provided with means forming what is usually referred to as a silent ratchet, to allow the peripheral rim carrying the gear teeth to rotate in the normal drive direction only so as to prevent jamming of the transmission gear wheels when two of them are engaged by the travelling gear 40.

The travelling gear lli; is internally threaded or provided with a spirally or helically cut groove, preferably in a suitable bushing associated with the gear 40, which is in engagement with the exteriorly threaded or helically grooved intermediate drive shaft All. 'I'he latter is rotatable at its inner end in a bearing provided in the Amounting rib I'I, and at its outer end in a bearing provided in the end wall I3 of the transmission housing. The travelling gear di) is adapted to move longitudinally of the intermediate driven shaft il into mesh with any one of the transmission gear wheels 32, 3d, 3l, 38 or 3S, so as to rotate the shaft 4I at the corresponding speed 3 of rotation. of thefrespectivetransmission gear wheel.

Numeral e2 indicates a thrust bearing which is slidable on the intermediate shaft I and which is in engagement with one side of the travelling-r gear 516. The thrust bearing is in turn engaged by a yoke 43 which is slidable relative to the shaft 4I. The yoke 43 is a barlike -member extending within the transmissionhousing, trans-- ,asindicated in Fig; 2 at 44, 45, these-,springs `extending'inY parallel with the shaft 4I from the,

opposite-ends of the yoke i3 to the right inthe direction of the housing wall I3. TheI free end of each spring carries an adjusting member such .as-46,- which extends `therefrom'through holes in thehousing wall I3and Wall I9 of the-auxiliary housing I2, respectively, into a cylinderl I IS. A control piston III'is secured to the end of the adjusting member. A nut or collar 41 may be provided on each adjusting 4member 46 to prevent itsinward displacement and therewith inward displacement of yoke 43, thrust bearing- 42 and travelling gear 4B beyond a predetermined position.

'Ihetravelling gear 40 is thus resiliently biased ina direction for gear engagement with the high speed-'transmission gear 3e. In normaLrthat is, in resting condition of theV transmission, the travelling gear 40 will be. in; mesh. withthe. gear 39, `due to the pullexertedby the biasingsprings which extend froznthe oppositeendsof the yoke Stand attempt to move theetravellinggearto,the right'. The gear-isshown in;mesh.with thelow speed transmission. gear 32 merely for convenience, ofdescription. The piston. I II. is` subject toV displacement by oil. pressure under the control of governing means operable` by the engine speed, in` a manner which will be presently describedin detail, and the torque; load put-ton the travelling geared is thereforeY a functionv ofthe engine speed emciency curve.

YKeyed to the helically grooved intermediate driven-shaft 4I is the intermediate gear 4S. This gear isV thus arranged for operation at varying speeds, dependingonthe gear engagement ofthe travelling gear 43 with one or theother of the transmission gear wheels 32, 34, 3l, 3B or 39. In the position in which the travelling gear 49 is shown, in mesh with the transmission gear wheel 32, it will rotate the helically grooved intermediate driven shaft 4I, and therewith the intermediate gear wheel xl, at a loW speed which is determined by the gear ratio between the drive gear Wheel 2A and the driven countershaft gear 29. The travelling gear M3 assumes this position in the presence of the maximum torqueload on the intermediate driven shaft 4I, e. g., when the vehicleisstarted from a dead stop.

TheY intermediate gear 48 is always in mesh with the clutch gear 'w-hich is rotatable on the auxiliary shaft EI. The latter is rotatably journalledin bearings in the housing walls II and I3, as shown. Splined to the shaft I and longitudinally movable on itV is the clutch core 52. A` skirt extends from the gear 5i for clutching engagement with one end of the core 52. At the other end of the clutch core is provided a cupshaped clutch member 54 having a tubular extension '55 which carries at'its opposite end the in clutching .engagementwith thefgear 50.

gear. wheell 55.. The bushingV 5i?, which is keyed tothe shaft 5I, holdsgthe struoturecomprising the gear wheel 5E and its tubular extension 5o carrying the clutch member Ec in predetermined position.v Between the clutch core 52 and the clutch member 5e is disposed a spring 58 which holds the clutch core 52 normally in clutching engagement with the skirt 53 of the gear 5t. Thereform when the intermediate gear 48 rotates responsive to rotation of the shaft 4I, it will rotate. theclutch gear 5B and therewith the clutch core 52, to rotate the auxiliary shaft 5I.

The/.gear 55 willridlednrng normal operation, hai/ingegno.function. when the clutohcore 52 is However, the. forkY Eisaotuated by thevmember El responsive. to `the ,actuation of the-brake, to move the-clutchcore 52 out of engagement with the gear-wheel 5B for the purpose of clutching'the shaft 5I to the drivingvgear 2.35.0 as to'use-the engine .to supply additional brakeporver.

The auxiliaryshaft 5I projects through the transmission housing wall I3. into the auxiliary housing I2 and carries a gear wheel 69 which is keyed to it. The latter transmits power tothe driven shaft I8 of the vehicle and coacts with the reversing gears. The reversing operation is controlledby the .movable fork 65.

I'heengine (notshown) Vdrives the shaft 1% which is rotatably. journalled in bearings such as 'II-H, the .bearing 'II beingmountedinthe wall 'E3 of a .casing extending from-the Wall lI-I of the transmission housing., and the bearing 'I2 being mounted in a clutch member forming the clutch elements iiii5 which extend from an axial -connectingpertion 'F.. The Alatter-isv rotatably journalled in bearings provided in an arm vII which extends. inwardly from the casing wall '15. A locking collar 79 is freely movably disposed on the shaft-h] -so thatitmay be shifted byv means of a fork'i. "ihe1sleevei8ifiskeyedA totheshaft i and may be adjustedl inpredeterm-ined position byy thannt 82. Attached tothe sleeve 8l are centrifugally actuated fiy members 33-which are pivotally mounted at 8e. Links-85 connect the fly members :83fwith the-clutchmember B which is splined to the shaft iS. Springs 8'! tend to pull the .clutchmember S5 away from the clutchA member M and normally hold theA centrifugal dyn-:embers 33 nestled againstthe sleeve EI.

The above describedrelationship of the parts exists so longv as the shaft 'I is rotated by the engine at idling speed. When theiidlingspeed isexceeded, the centrifugal Afly members 83 move outwardly about their pivots 84 and'force the clutchv mein-ber 8S; into clutching engagement with the Aclutch facey of member 14, thus rotating this clutch member to connectthe engine with the transmission throughr the medium` of the clutch'memberj whiohis engaged by the clutch member et' carried by the piate I 5 which is splined tothe transmission driving shaft I4.

The transmission gears Z-M'now rotate and in turn rotate the stepped gears Z-, to rotate atpredetermined different speeds the transmissiongears 32, 3.4, 37, 33 and 39, respectively. The clutching described occurs upon acceleration of the engine speed from a predetermined idling speed, for; example, for-the purpose of moving the vehicle from a dead stop. The travelling gear 4I! is at .thiszmoment in mesh withl the transmission gear 3S which rotates at high speed. There is a maximum torque load on the driven shaft I8, which is propagated to the helically grooved intermediate driven shaft lil through the medium of the gears in the auxiliary housing l2, gear 69, auxiliary shaft 5i, clutch core 52 and gear wheel 5B which is in mesh with the intermediate driven gear Wheel 48. This maximum torque load, now being manifest on the intermediate driven shaft 4|, overcomes the pull vof the springs lili, 35,(Fig. 2) which bias the yoke d3, and therewith the travelling gear 40 to the right, and the travelling gear 4U moves from its initial position successively from gear engagement with the transmission gear wheel 39 into mesh with the transmission gear wheels 38, 37--3fi, and nally 32, thereby tensioning the biasing springs fili, 45 by displacement of the yoke d3 to the left into the position in which the yoke is shown in engagement with the thrust bearing d2, the latter being in engagement with the travelling gear d3. The maximum torque load on the driven shaft i8 is now overcome by transmitting driving power to the driven shaft from the low gear 26, countershaft gear 29 and associated transmission gear Wheel 32 which is in mesh with the travelling gear dll.

The torque load on the driven shaft i8 decreases as the vehicle gains speed, and the tension on the biasing springs Lili, l5 extending from the opposite ends of the yoke is can exert itself, moving the travelling gear de from the position shown to the right successively into mesh with the transmission gear wheels 39 3?, 38 and 33. The travelling gear di) is finally in mesh with the transmission gear wheel 3Sy and thus transmits power directly to the driven shaft i3.

The successive gear engagement of the travelling gear liii with the various transmission. gear wheels may be facilitated by suitably beveling or mitering the teeth of the transmission gear wheels and also the teeth of the travelling gear 40 and by the silent ratchet mechanism previously mentioned, which is described in detail in the initially noted patent.

Compensating and cushioning means is provided in accordance with the invention which operates to prevent any jerking or jarring incident to the successive gear engagement of the travelling gear l with any of the transmission gear wheels 32, Sli, htii, 39 in either direction of motion of the travelling gear. This compensating and cushioning means will be described next.

The angular change of speed impulsey responsive to the shifting of the travelling gear di) is eiective to the plate i5 which is keyed to the transmission shaft Hi, as described before. Rotatably journalled on the hub of the plate i5 is the inertia plate member 95, as` shown. This plate member is resiliently connected with the plate I5 by means of springs 9S. Release levers 91 are provided, each such lever being rotatable about a pin 9S and connected with the inertia member 95 by a pin which fits loosely in a .slot formed in the corresponding lever 97. A sudden change in the speed of rotation of the shaft is, due to the automatic gear shifting, is transferred to the plate l5. The inertia member 95 lags behind the plate I5, causing deflection of the springs $6. The release levers Si, which are carried by the plate i5, are thus angularly displaced relative to the clutch plate Iii carrying the clutch member Si), pulling the clutch member Sii away from the clutch face of the clutch member T5. A slip is thus caused between the clutch members E5 and 9i), and the speeds of the shafts 'I0 .and I4 are gradually equalized. The clutch member 99 is mounted on the clutch plate i6 so that it is free to rotate independent thereof except for the resilient connection through the springs 99, thus preventing any jerking motion. The clutch plate l5 is splined to the shaft M,

yas mentioned before.

The engine-driven shaft i0 may be positively disconnected from driving engagement with the automatic transmission by actuating the shifting fork to move the locking collar 19 over the centrifugal fly members 33 to prevent the centrifugal outward displacement thereof upon accelerating the engine, thus preventing the driving engagement of the clutch member with the clutch member le.

The means for governing the speed ratio control in accordance with the engine speed efficiency curve comprises the bevel gear itil which meshes' with the bevel gear iti. The latter is carried on the shaft 02 which is rotatably journalled, for example, in arms projecting from the casing Wall l, as shown. A suitable speed governor shown in. the form of a ilyball governor 33 rotates with the shaft H92'. The governor isV adapted to displace a sleeve ist which is engaged by lever |65. The latter is pivoted at l and carries a cam icl which may correspond to the engine speed efficiency curve. A follower m3 coacts with the cam lil. The sleeve teli moves up or down responsive to increase or decrease of the engine speed, causing angular displacement of the lever it and cam le?, and the latter moves the follower accordingly, inwardly or outwardly, from a normal position, in accordance with the formation of the cam. The follower operates against the pressure of spring |09 which presses against the diaphragm im. Attached to the diaphragm is the flow-regulating valve l l l.

A continuously operating gear pump i i2 is provided for forcing cil from a reservoir H3 into the chamber iiii when the valve IH is open. When the oil pressure against the diaphragm li@ is greater than the pressure of the spring Eile, the diaphragm will deflect and will cause closure of the valve.

The chamber i ifi is connected with the conduit iid which terminates in one end of the cylinder I is containing the piston ill which is connected with the adjusting members iii of the biasing springs Gli, d5 extending from the ends of the yoke i3 which bias the travellingr gear d@ outwardly, as previously described.

The piston i il. is displaced by variations in the oil pressure in the conduit H5, thereby displacing the adjusting members it to vary the tension of the corresponding springs 4d, d5 Which bias the yoke 153 and therewith the travelling gear, as described. The tension of the biasing springs is therefore, in any position of the travelling gear de, under control, depending on the engine speed, the curve of the engine speed efficiency thus entering as a factor in placing the traelling gear under a predetermined torque An orifice H3 is provided for permitting oil to leak back into the return conduit H9 upon decrease of the pressure in the conduit i i5, thereby allowing the pistons iii to move inwardly,

Ythus decreasing the tension of the torque load springs 35, d5. An adjustable needle valve |20 is provided for regulating the passage through the orifice H8 so as to obtain the best operating efiiciency.

Numeral i2! indicates a relief valve to furnish a by-pass for the oil at a time when the valve i l is closed.

Changes may be made'within the scope and spirit ofv the accompanying claims in which is defined-What is considered new and desired to vhave protectedby Letters Patent of the United States.

I claim:

1. A variable s'peed-changing'device having a driving shaft, a driven shaft, a plurality of counter gear wheels rotated by said driving shaft,

'a plurality of transmission gear Wheels rotated by said counter gear wheels, a travelling gear wheel, means for-moving saidtraveling gear wheel for driving engagement with any` one of said transmission gear Wheels to transmit power to said driven shaft, and means for transmitting power to said driving shaft comprising an engine-driven shaft, a drive clutch member driven by said enginedriven shaft, a coacting clutch element splinedto said drivingshaft for driving coaction with said drive clutch member, and inertia means rotatable with said driving shaft for operatively displacing said coacting clutch element relative to said drive clutch member for the purpose of causing gradualv equalization of speeds between said driving shaft'and said engine-driven shaft responsive to speed changes effected by said travelling gear wheel which affect the speed of rotation of said driving shaft.

2. The structure dened in ciaim l, together with an idling clutch'member coacting with said drive clutch member, an idling clutch element for said idling clutch member, said idling clutch element being sizzlined to said engine-driven shaft. means for maintaining said idling clutch element normally out of engagement with said idling clutch member, and means operative by centrifugal forces responsive to a predetermined speed of rotation of said engine-driven shaft for causing said idling clutch element to move into clutching engagement with said idling clutch member for the purpose of rotating said drive clutch member to rotate said transmission driving shaft.

3. The structure defined in claim 1, together with an idling clutch member coacting with said drive clutch member, an idling clutch element for said idling clutch member, said idling clutch element'being splined to said engine-driven shaft, means for maintaining said idling clutch element normally out of engagement with said idling clutch member, means operative by centrifugal forces responsive to a predetermined speed of rotation of said engine-driven shaft for causing said idling clutch element to move into clutching engagement said idling clutch member for the purpose of rotating said drive clutch member to rotate said transmission driving shaft, and means for disabling said means which is operative by centrifugal forces.

4. The structure defined in claim 1, together with means governed by said engine-driven shaft for placing a torque load on said travelling gear wheel as a function of the engine speed efficiency curve.

5. A variable speed-changing device having a plurality of stepped gear wheels to rotate at different speeds a plurality of transmission gear wheels and having a travelling gear Wheel for driving engagement with any one of said transmission gear wheels for the purpose of transmitting power to a driven shaft, and means forcontrolling the operation of said travelling` gear wheel comprising a driving shaft for said stepped gear wheels, an engine-driven shaft, clutch means erated means for Vdisposed between, said engine-driven shaftY and said'driving shaft, biasing means for placing a resilienttorque load on said travelling gear, control means for said biasing means, and means for governingthe operationof said control means as a function of the engine speed efficiency curve.

6. The structure 4defined in claim 5, together with inertia means for causing slippage of said clutch means to equalize the speeds of said engine-driven shaft and said transmission driving shaft responsive to speed changes effected by said travelling gear Wheel which affect the speed of rotation of said driving shaft.

7. The structure denned in claim 5, wherein said clutch means comprises an idling clutchfcr connecting said engine-driven shaft in driving engagement with said transmission driving shaft, and control clutch means for equalizing the speeds of rotation of said shafts to effect smooth continuous operation thereof incident to speed changes effected by said travelling-gear wheel.

6. The structure deiined in claim 5, wherein said clutch means comprises an idling clutchfor connecting said engine-driven shaft in rdriving engagement with said transmission driving shaft, control clutch means for equalizing the speeds of rotation of said shafts to effect smooth continuous operation thereof incident to speed changes effected by said travelling gear Wheel, and means for disabling said idling clutch means to prevent operative coupling of said shafts.

9. The structure defined in claim 5, wherein said control means comprises hydraulically opcoaction with said biasing means, and engine-driven governor means for controlling said hydraulically operated means.

10. The structure as set forth in claim 1, together with an idling 'clutch member coacting With said drive clutch member, an idling clutch element for said idling clutch member, said idling clutch element being splined to said enginedriven shaft, means for maintaining said idling clutch element'normally out of engagement with said idling clutch member, and means operatively responsive to a predetermined speed of rotation of said engine-driven shaft for causing said idling clutch element to move into clutching engagement with said idling clutch member for the purpose of rotating said drive clutch member to Yrotate said transmission driving shaft.

11. The structure as set forth in claim 5, together with means operatively responsive to a predetermined speed of rotation of said enginedriven shaft for actuating said clutch means disposed between said engine-driven shaft and said driving shaft.

FRED WUETIG.

CES CTED The following references are of record in the le of this patent:

UNITED STATES PATENTS 

